5
DEMAND/CAPACITY ANALYSIS St. Petersburg-Clearwater International Airport 5.1
GENERAL OVERVIEW
The next step in the Master Plan process is analyzing the capacity of existing airport facilities against forecasted demand. Demand – capacity analysis is the comparison of the existing conditions of the Airport as reported in Chapter 2, to growth projections as reported in Chapter 4, from which airport requirements for runways, taxiways, aprons, terminals, and other related facilities to accommodate growth over the short-, intermediate-, and long-term, can be defined.
5.2
DESIGN CRITERIA
Airport design standards, as established by the Federal Aviation Administration (FAA) were employed in this Master Plan for developing airport facilities to meet existing and forecast levels of aviation activity.
5.2.1
Airport Reference Code (ARC)
According to FAA Advisory Circular (AC) 150/5300-13, Airport Design, Change 6, the Airport Reference Code (ARC) is a coding system that coordinates airport design criteria with characteristics of the aircraft intended to operate at the airport. Two separate components comprise the ARC, aircraft approach category and airplane design group. The aircraft approach category is an operational characteristic relating to the approach speed of an aircraft. Approach categories are based on a factor of 1.3 times aircraft stall speed in landing configuration at maximum certificated landing weight. Approach categories are represented by a letter designation, as depicted below:
Category A Category B Category C Category D Category E
Aircraft Approach Speed Categories Speed less than 91 knots Speed 91 knots or more, but less than 121 knots Speed 121 knots or more, but less than 141 knots Speed 141 knots or more, but less than 166 knots Speed 166 knots or more
Airplane design group is a physical characteristic defined by an aircraft’s wingspan. While approach speeds only affect runway design, wingspan affects the design of taxiways, taxilanes, and aprons. The airplane design group is depicted by a Roman numeral, as described in the following table.
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The Airport Reference Code (ARC) is a coding system that coordinates airport design criteria with characteristics of the aircraft intended to operate at the airport.
Group I Group II Group III Group IV Group V Group VI
5.2.2
Airplane Design Group By Wingspan Up to, but not including 49 ft 49 ft up to, but not including 79 ft 79 ft up to, but not including 118 ft 118 ft up to, but not including 171 ft 171 ft up to, but not including 214 ft 214 ft up to, but not including 262 ft
Critical Aircraft
Determining the critical aircraft is instrumental in developing an airport’s design criteria and determining the ARC. The critical aircraft of an airport is based primarily on the most demanding aircraft, with the highest approach speed and longest wingspan, which makes substantial use of the airport on a regular basis. FAA Order 5090.3C, Field Formation of the National Plan of Integrated Airport Systems (NPIAS), defines substantial use as scheduled commercial service or 500 or more annual itinerant aircraft operations. The current critical aircraft for St. Petersburg-Clearwater International Airport (PIE) is the L1011-500, which requires an ARC of C-IV, small-hub, long-haul, primary commercial service airport. The future critical aircraft for PIE is the B747-200, which requires an ARC of D-V.
5.3
AIRSPACE CAPACITY
Airspace interaction is defined as the potential for conflicts among aircraft on approach or departure to other airports, and may require adjustment of operating procedures at the affected airports. Airspace and traffic patterns over the Tampa Bay area represent a very complex airspace structure due to the number of airports in close proximity to each other as well as the related volumes and mix of traffic. PIE is directly affected by high performance aircraft from MacDill Air Force Base and Tampa International Airport (TPA) as well as several general aviation (GA) airports, all within a 20-nautical mile (nm) radius from PIE. Thus, the ability to safely and efficiently conduct and control aircraft activity in the region depends upon the extent of airspace compatibility and air traffic control between airports in the area. Airspace capacity at an airport can be significantly impacted when the flight paths of air traffic at nearby airports, local navigational aids (NAVAIDs), and or special use airspace (SUA) interact to affect operations at the study airport. Additionally, obstructions near or in line with the approaches to an airport that require aircraft to alter flight paths can limit the number of aircraft processed, and thus, adversely affect airspace capacity. As a result, a review of the obstructions, airports, airspace, operations, and associated approach and departure procedures that surround PIE was completed to determine airspace capacity. Figure 5-1 illustrates the overall airspace surrounding PIE, as depicted in the FAA Miami Sectional Aeronautical Chart, 70th Edition (March 2002).
5.3.1
Airspace Limitations
As discussed in Chapter 2, airspace in the St. Petersburg-Tampa Bay Area is controlled by regional and local air traffic control (ATC) and consists of Class B and D airspace at Tampa International Airport (TPA), Class D and Military Airspace at MacDill Air Force
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Base (MCF), and extended Class C and D airspace at PIE. Aircraft en route to or departing any of these airports often use the same airway routes and/or NAVAIDs, and transverse the same areas at varying altitudes and speeds. The combined level of activity at TPA, MCF, and PIE requires enhanced coordination by ATC at all facilities to ensure safe and efficient flight operations. Still the proximity of these airports and levels of air traffic impacts airspace capacity at PIE. A review of the flight paths to PIE, TPA, and MCF, as well as associated NAVAIDs, was completed to determine the level of impact that TPA and MCF have on the airspace capacity for PIE. Primary arrivals and departures to TPA use runways 18R-36L and 18L36R, which are oriented to the north and south, with limited east-west arrivals and departures on 09-27. PIE’s runway orientation is based upon its military heritage since two runways 17L-35R and 17R-35L are oriented in a north-south direction, while runways 09-27 and 04-22 are oriented in an east-west and northeast-southwest direction, respectively. MCF’s runway is oriented in a northeast-southwest direction (Runway 04-22). Additionally, GA airports located within 20 nm of PIE include: Clearwater Airpark (CLW), Peter O’Knight (TPF), Albert Whitted Municipal (SPG), and Vandenberg (X16) Airports, have arrivals and departures flight tracks that are oriented primarily north-south and northeast-southwest. Terminal instrument procedures (TERPS) are in place at all three airports (MCF, PIE, and TPA), and are northeast-southwest and north-south, and north-south respectively. A straight-in precision approach procedure is shown in Figure 5-2 for all runways at PIE, TPA, and MCF that are equipped with an instrument landing system (ILS) based upon Department of Transportation Orders 8260-3B, United States Standard for Terminal Instrument Procedures (TERPS) and 8260-36A, Civil Utilization of Microwave Landing System (MLS). A TERPS procedure consists of four segments: an initial approach, intermediate approach, final approach, and missed approach segment. The dimensions of these respective segments are based upon various instrument waypoints. These waypoints provide guidance to aircraft, operating under instrument flight rules (IFR), approaching the Airport.
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ILS approaches to airports are designated as Category I, II, or III. PIE and TPA are equipped with an ILS Category II on Runways 17L-35R and 18L-36R, respectively. A Category II ILS provides guidance information from the coverage limits of the ILS, to the point at which the localizer course line intersects the glide path, at a height of 50 feet above the horizontal plane containing the runway threshold. This Category II ILS supports landing minimums as low as 100 feet height above touchdown (HAT) and 1,200 feet runway visual range (RVR). TPA and MCF are also equipped with Category III ILS on Runways 18R-36L and 4-22, respectively. Like the Category II ILS, the Category III ILS provides guidance information from the coverage limits of the ILS, with no decision height specified above the horizontal plane, containing the runway threshold. A category III ILS, depending upon if it is designated as a Category III A, B, or C operation, will require different runway visual ranges (RVR). Cat-III A and B require an RVR of greater than 700 feet and greater than 150 feet, respectively. CAT-III C requires an RVR without reliance on external visual reference. Approaches to all airports utilize the TPA and PIE – very high omni-directional range (VOR) for en route, terminal area navigation and/or instrument approaches. In addition, aircraft transitioning to or from PIE must meet the designated equipment requirements in order to enter TPA’s airspace, or must deviate around the airspace. Figure 5-2 illustrates the TERPS for PIE, TPA, and MCF.
5.3.2
Military Airspace Limitations
The location of MCF, not only to PIE and TPA, but also to other public-use airports in the vicinity requires special ATC procedures in order to avoid any possible conflicts between high-speed military jet aircraft and commercial aircraft operations. Currently, heavy and fast military jet traffic operates from 1,000 to 2,500 feet in the northeastern, eastern, and southern regions of Tampa Bay. Between 1100-2300 (0700-1900 local) universal time clock (UTC) daily, airspace that lies within the Tampa Class B Airspace will be delegated to MCF Air Traffic Control Tower (ATCT) for airport traffic control services, and thus, Class B Airspace services will not be provided within this portion of the Class B Airspace while this area is active. This airspace control will extend from 1,200 ft mean sea level (MSL) up to and including 1,600 ft MSL. Included are the areas south of a line located 1½ miles west of and parallel to MCF’s Runway 04-22 extended runway centerline, within a 4.5 nm radius from the geographical center of MCF (Airport/Facility Directory, Southeast US, 13 June, 2002).
5.3.3
Instrument Approach Limitations
As discussed in Chapter 2, and further demonstrated above, the airspace surrounding PIE is constrained by the amount of approaches and departures associated with multiple airports. This limits the airspace available for additional instrument approaches to PIE, and ultimately, the number of aircraft that can be processed during peak periods. Additional instrument approaches to PIE on a north-south (Runway 17L-35R) and possibly northeast-southwest (Runway 04-22) alignment could be developed. Northsouth approaches and departures to 17L-35R follow the north-south approaches and departures of TPA’s Runway 18-36. By following the same pattern, ATC maintains adequate separation between aircraft in the area by assigning specific altitudes. Potential future instrument approaches to PIE would need to take into account current and potential operations at TPA and MCF. TPA is currently in the process of adding a
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third north-south parallel runway to the airport infrastructure. Thus, instrument approach altitudes, airspace protection for holding and missed approach procedures, and adequate separation between approach procedures to the Airports are of utmost concern. Additionally, approaches to PIE and TPA would need to be coordinated to ensure safety by avoiding conflicts of aircraft on potential converging courses. Presently, TPA uses terminal radar approach control (TRACON) to control aircraft and monitor the 20 airports within the Tampa Bay region (Refer to Figure 5-2).
5.3.4
Noise Abatement Procedures
In heavily populated areas, noise abatement procedures are often required to mitigate the potential noise associated with aircraft operations at an airport. In the case of PIE, several noise abatement procedures are in place in order to limit the potential noise associated with turbojet and military aircraft. These procedures often require aircraft to follow set approach or departure paths and altitudes in order to avoid or limit potential overflight of populated communities. Within the vicinity of PIE, there are the noise sensitive areas of Safety Harbor, Del Oro Groves, and Oldsmar, which are approximately five miles north and are in the area of the ILS outmarker (CAPOK). As a result, noise abatement approach procedures have been established to minimize noise exposure from approaches and departures to these noise sensitive areas. In addition, these established noise abatement procedures are extended to private and corporate jet aircraft on a voluntary basis. The St. Pete Two approach, which is also used for Air Carrier turbojet aircraft having a certified gross weight of 60,000 lb or more, requires aircraft to follow the North Bay Visual Approach (Approach and Departure procedures, U.S. Terminal Procedures, Southeast, Volume 3 of 4, 13 June, 2002), weather permitting, in order to comply with the current noise abatement procedures. This approach path, which is restricted to daylight operations only, requires aircraft to proceed visually from over the power plant (PIE R-010 6 DME fix) on a heading of 190 degrees direct to the causeway bridge, then turning right to intercept the final approach course to Runway 17L (see Figure 5-3). Furthermore, aircraft approaching from the south and southwest towards Runway 35R must maintain an altitude of 1,600 ft. Currently, turbojets departing on either Runway 17L or Runway 35R are required to use the St. Pete Two Departure (Figure 5-4) in order to avoid noise sensitive areas to the north of the Airport. Takeoffs from Runway 35R requires turbojet aircraft to fly departure heading until 1.5 DME, then turn right to heading 030 degrees to intercept and fly outbound on the St. Petersburg R-010. All other aircraft fly runway heading or as assigned by ATC. For all departures, aircraft must maintain 1,600 feet and expect further clearance to the filed altitude ten minutes after departure. (U.S. Terminal Procedures, Southeast, Volume 3 of 4, November 1, 2001). It is important to note that PIE ATC tower’s operating hours are from 6:00 a.m. to 11:00 p.m. However, PIE is operational 24-hours per day, including visual meteorological conditions (VMC) and instrument meteorological conditions (IMC) operations.
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These procedures not only limit potential noise associated with aircraft operations, but also limit any potential conflicts associated with aircraft operations at MCF, TPA, or other airports in the area. By maintaining departure and approach paths that are similar to both TPA and MCF, airspace conflicts between aircraft are limited.
5.4
AIRSIDE CAPACITY
A demand and capacity analysis of airfield or airside systems and facilities includes calculating hourly capacities for visual flight rules (VFR) and IFR. Additionally, annual service volume (ASV), the total number of aircraft operations that may be accommodated at the airport without excessive delay, is also calculated. As defined by the FAA, ASV is a reasonable estimate of the Airport’s annual capacity, accounting for the differences in runway use, aircraft mix, weather conditions, etc., encountered over a year’s time. The parameters, assumptions, and calculations required for this analysis are included in the following sections.
5.4.1
Runway Orientation, Utilization, and Wind Coverage
PIE has four active runways. Runways 17L-35R and 17R-35L are oriented in a northsouth alignment, and Runway 04-22 is oriented in a northeast-southwest configuration, while 09-27 is oriented in an east-west configuration. It is necessary to analyze the use and configuration of these runways, in conjunction with other variables, to determine the overall capacity of the airfield. By definition, capacity is a measure of the maximum number of aircraft operations, which can be accommodated on an airport or airport component in an hour as well as on an annual basis. In other words, airfield capacity is the sum of all operations, or a combination of total takeoff capacity and total landing capacity. Each operation is defined by wind direction, heading, available instrument approaches, noise abatement procedures, airspace restrictions, and other operating parameters. Since the capacity of an airport component is independent of the capacity of other airport components, it can be calculated separately. Runway utilization is also dependent on weather and winds. The National Oceanic and Atmospheric Administration’s (NOAA) National Climatic Data Center (NCDC) in Asheville, North Carolina provides statistical wind data to analyze runway use based on prevailing wind direction and overall weather conditions. The resulting runway utilizations will factor into the capacity calculations for the airfield in later sections. Table 5-1 presents runway utilization in specific weather conditions at PIE. It is important to note that currently Runways 17L-35R and 4-22 are equipped to accommodate IFR conditions.
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Table 5-1. Runway Utilization (2001) Runway 17L 35R 17R 35L 04 22 09 27
Average Day Operations 141 267 2 8 65 58 80 7 628
Annual Operations 51,459 97,571 586 2,939 23,627 21,074 29,283 2,676 229,215
VFR IFR Conditions Conditions 22.45% 35.00% 42.57% 65.00% 0.26% 0% 1.28% 0% 10.31% 0% 9.19% 0% 12.78% 0% 1.17% 0% 100.00% 100.00%
Source: URS, 2002, NOAA, NCDC, April 2002.
Wind coverage is the most important element in determining runway orientation. Runway orientation should dictate maximum operations into the wind. Accordingly, the FAA requires crosswind coverage of the airfield to be at least 95 percent. Using Version 4.2D of the FAA’s Airport Design for Microcomputers, a wind analysis was completed to include all weather, VFR, IFR, CAT-I, and CAT-II conditions. Crosswind components of 10.5, 13, 16, and 20 knots were applied. Utilizing these assumptions, the all weather and IFR wind roses are depicted in Figure 5-5 and 5-6. Crosswind coverage and maximum crosswind components are typically dependent on the size of aircraft using the runway. A crosswind component of 10.5 knots applies to FAA design Group A aircraft, 13 knots applies to Group B aircraft, 16 knots applies to Group C aircraft, and 20 knots applies to Group D and E aircraft. However, there is very little variation in the all weather analysis for 10.5 knots (99.75%) and 20 knots (100.0%). Since wind coverage is not a major concern for PIE, the most conservative approach using the factors associated with a 10.5 crosswind component were analyzed as aircraft in approach Category A are most susceptible to crosswinds. As mentioned, the analysis yielded a 99.75 percent wind coverage for all weather conditions, and 96.90 percent coverage for IFR conditions. Wind coverage during VFR conditions equals 99.76 percent. These percentages represent the coverage based on usage of all runways. The primary runway, 17L-35R, hosts all categories of arriving and departing traffic including air carrier, GA, and military aircraft. However, GA is the dominant user. The traffic pattern for the runway is northbound the majority of the time, therefore Runway 35R is used most often. Parallel Runway 17R-35L hosts mostly military helicopter operations departing to the south and GA touch and go operations (T&Gs) departing to the north. Runway 04-22 is used almost exclusively for GA T&Gs, with a small percentage of military operations. The majority of traffic arriving and departing on Runway 09-27 is attributed to small GA aircraft, with a limited percentage of GA jets, turboprops, and military aircraft. Table 5-2 provides a breakdown of air traffic specific to each individual runway for PIE. For example, Table 5-1 showed that Runway 17L is used 23 percent of the time. Table 5-2 further breaks down runway utilization by aircraft category. Therefore, it is clear that the traffic on Runway 17L is comprised of all aircraft categories, but the majority consists of GA piston aircraft.
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Table 5-2. Air Traffic by Runway Runway Air Carrier GA Jet GA Turbo GA Piston Military T&G Piston T&G Military
17L 5.36% 5.75% 1.99% 78.70% 1.34% 2.41%
35R 17R 4.61% 0.00% 3.95% 0.00% 1.63% 0.00% 66.95% 0.00% 1.09% 100.00% 19.71% 0.00%
35L 0.00% 0.00% 0.00% 0.00% 4.99% 95.01%
4 0.00% 0.00% 0.00% 0.00% 0.64% 76.16%
22 0.00% 0.00% 0.00% 0.00% 0.00% 85.39%
9 0.00% 2.30% 2.74% 75.85% 7.87% 9.54%
27 0.00% 0.00% 0.00% 97.66% 2.34% 0.00%
4.44% 2.05% 0.00% 0.00% 23.20% 14.61% 1.71% 0.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.00% 100.01% 100.00%
Source: URS 2002, PBS&J, 2002
5.4.2
Airfield Capacity Parameters and Assumptions
Airfield capacity is calculated as defined by FAA AC 150/5060-5 Airport Capacity and Delay. This document provides detailed methods, parameters, and assumptions necessary for accurate computation. The airfield capacity is computed using varying runway configurations typical of U.S. airports. Airfield capacity calculations consider the highest level of runway utilization in accordance with current air traffic rules, procedures, and guidelines. Because of the unique airfield configuration at PIE, capacity calculations were based on three different configurations. Runways 17L-35R and 04-22 were analyzed as a crossing formation and Runway 09-27 was analyzed as a single runway configuration. Additionally, based upon interviews with the PIE ATCT, Land and Hold Short Operations (LAHSO) are employed to maximize airfield utilization and capacity. LASHO operations are used to manage primarily GA and military operations as air carriers operating under FAR Part 121 and GA operators operating under FAR Part 135 are excluded from participating in LASHO. Depending upon wind and weather conditions, up to three runways can be employed utilizing LASHO. The optimum period the ATCT employs LASHO is when the winds are out of the east (25-30 percent of the year), allowing Runway 17L-35R, 4-22, and 9-27 to be employed simultaneously. Therefore, the airfield capacity analysis also included LASHO procedures. As part of the capacity analysis Runway 17R-35L was excluded from the airfield capacity for several reasons. Since the separation of Runway 17L-35R and Runway 17R-35L is less than 700 feet, simultaneous approaches and departures are not permissible and the two runways are considered as one runway. In addition, the utilization and availability of Runway 17R-35L is limited as the runway is a component of Taxiway A, which limits the runway’s availability when aircraft are taxiing on Taxiway A. 5.4.2.1
Aircraft Mix Index
When analyzing demand versus capacity, the FAA classifies an aircraft based on size, weight, and performance (A, B, C, or D), as illustrated by Table 5-3. Evaluating the percentage of operations associated with each aircraft class derives an Airport’s fleet mix. The fleet mix is then used to calculate the mix index, which is also significant to the computation of airfield capacity. The mix index is a mathematical expression representing the percent of Class C aircraft plus three times the percent of Class D aircraft, or %C + 3D.
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Table 5-3. FAA Demand/Capacity Aircraft Classifications Aircraft Max Certified Takeoff Number of Class Weight (lbs) Engines A Single Under 12,500 B Multi C 12,500 to 300,000 Multi D Over 300,000 Multi
Wake Turbulence Classification Small (S) Large (L) Heavy (H)
Source: FAA AC 150/5060-5 Airport Capacity and Delay
In 2001, the facilities at PIE accommodate aircraft within each of the four categories. The majority of aircraft fall within the A and B category, while categories C and D account for the remaining aircraft. For the purpose of airfield capacity calculations, the mix index percent (C + 3D) is 10.4 percent. In addition, the fleet mix for the years 2002, 2007, 2012, 2017, and 2022 were predicted and mix indices were calculated accordingly. Mix indices will be used to determine the ratio of demand to total capacity for each year and reported in a later section. Table 5-4 identifies existing and projected fleet mix and mix indices relating to airfield capacity calculations. Table 5-4. Fleet Mix and Mix Index
Classification A&B C D Mix Index
2001 Ops 2002 Ops 2007 Ops 2012 Ops 2017 Ops 2022 Ops (%) (%) (%) (%) (%) (%) 89.8% 89.8% 89.50% 89.58% 89.16% 88.85% 10.1% 10.1% 10.36% 10.28% 10.66% 10.96% 0.1% 0.1% 0.14% 0.15% 0.18% 0.22% 10.40% 10.40% 10.78% 10.71% 11.19% 11.62%
Sources: URS 2002, PBSJ, 2002, Air Nav, and PIE Airline Schedules (March 2000-2002), PIE Landing Reports, and FAA ATCT data.
It was necessary to specify mix indices of all possible runway configurations for VFR and IFR, as suggested in the previous section. Since all C and D category aircraft operating at PIE use Runway 17L-35R or 04-22, it is safe to assume the mix index is equal to 10.4 percent for VFR operations and 32 percent for IFR operations on Runway 17L in the crossing configuration. Runway utilization data shows limited operations of C and D category aircraft in the single configuration of 09-27. The mix index for the latter configuration is 6.9 percent for VFR and 0 percent for IFR. The mix index for the threerunway configuration using LAHSO is 10.4 percent for VFR operations and 0 percent for IFR operations. It should be noted that the mix index for IFR conditions is only applied to runways with precision ILS approach capabilities (Runway 17L). Therefore, the IFR mix index for all runway capacity configurations that do not include Runway 17L is considered 0.0 percent. Additionally, LAHSO operations cannot be used during periods of IFR weather, thus the mix index for the three-runway LAHSO configuration is also considered to be 0.0 percent.
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5.4.2.2
Percent Arrivals
The percent of arrivals component represents the ratio of arriving aircraft to the total number of operations. It is generally common that total annual arrivals equal total annual departures and average daily arrivals equal average daily departures. Therefore, a factor of 50 percent arrivals was used in the capacity analysis. 5.4.2.3
Percent Touch and Go
A T&G occurs when an aircraft takes off immediately after it lands and is usually associated with flight training activity. The percentage of T&Gs is the ratio of T&Gs to the total number of annual aircraft operations. Typically, an airport’s number of T&G operations will decrease as air carrier operations increase or as weather conditions deteriorate. It is also common for T&G operations to decrease as the demand for service approaches runway capacity. In most cases T&G operations can vary zero to 50 percent of total operations. The majority of T&G operations are attributed to GA, with 62,050 operations recorded in 2001. Military fixed-wing aircraft and rotorcraft also conduct T&G operations, with over 13,300 recorded in 2001. As seen in Table 5-5, the annual T&G percentage for the Airport is calculated to be 32.9 percent. The T&G factors were also calculated for the three runway configurations. The crossing configuration consisting of 17L-35R and 0422 has a T&G percentage of 33, and T&G factors of 1.26 for VFR and 1.00 for IFR. The single runway configuration, consisting of 09-27, has a T&G percentage of 33, and T&G factors of 1.31 for VFR and 1.00 for IFR. The three-runway configuration utilizing LAHSO has a T&G percentage of 33, and T&G factors of 1.31 for VFR and 1.00 for IFR. It should be noted that LAHSO operations are not conducted during times of IFR conditions. Therefore, though the T&G factor for IFR operations in the three-runway LAHSO configuration is presented as 1.0, it is later discounted in the capacity calculation to present actual operational activity. This results in no T&G or other LAHSO associated operations during IFR conditions.
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The majority of T&G operations are attributed to GA, with 62,050 operations recorded in 2001.
Table 5-5. Percent Touch and Go Operations Category Annual Ops Touch & Gos Total Ops Air Carrier 7,262 7,262 GA Jet 7,486 7,486 GA Turbojet 3,416 3,416 GA Prop 13,0647 130,647 GA T&G 62,050 62,050 Military C130 1,868 1,868 Military UH60 3,136 3,136 Military T&G C130 3,338 3,338 Military T&G UH60 1,452 1,452 Military T&G UH60 on RW4/22 8,562 8,561 153,814 75,401 229,215 % T&G 32.90% Source: FAA AC 150/5060-5 Airport Capacity and Delay; URS 2002
5.4.2.4 Taxiway Factors An essential element of an airfield capacity is its location of taxiway entrance and exit locations. Airfield capacity can be enhanced when full-length, parallel taxiways are available with ample entrance and exit taxiways. Runway capacity is negatively impacted when there are numerous taxiway and runway crossings as is typical at PIE. The criteria for taxiway exit factors are derived from the mix index and the distance the taxiways are from the runway thresholds. PIE taxiway factors were calculated for the crossing and single runway configurations. The maximum taxiway exit factor for either VFR or IFR operations is 1.0. Figure 5-7 illustrates the existing taxiway system at PIE. According to FAA AC 150/5060-5 Airport Capacity and Delay, if the mix index for the crossing configuration is 10.4 percent, only entrance/exit taxiways spaced at least 750 feet apart and 2,000 to 4,000 ft from a runway’s threshold, contribute to the taxiway factor calculation. Based on these standards, two taxiways (Taxiway F and L) fall within the published limits producing a taxiway factor of 0.93 for VFR operations and 1.0 for IFR operations. In the single runway configuration, the mix index is 6.9 percent, so again the entrance/exit taxiways 750 feet apart and spaced 2,000 to 4,000 ft from the runway’s threshold applies to the taxiway factor calculation. Therefore, one taxiway (Taxiway E) was identified for this configuration as well. The taxiway exit factor for the single runway configuration is 0.86 for VFR operations and 0.95 for IFR operations. In the optimum LASHO three-runway configuration, the mix index is 10.4 percent. Again the entrance/exit taxiways 750 feet apart and spaced 2,000 to 4,000 ft from the threshold apply to the calculation. Therefore, one taxiway (Taxiway F) was identified for this configuration. The taxiway exit factor for the single runway configuration is 0.86 for VFR operations and 0.98 for IFR operations.
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Regardless of the airfield configuration employed there are deficiencies in the existing taxiway system. Future improvements to the runway and taxiway configuration at PIE will be necessary to increase airfield capacity. Thus, an additional capacity scenario will illustrate the benefits of improving the existing taxiway system to a taxiway exit factor of 1.0, where at least four taxiways contribute to airfield capacity. Further suggestions for taxiway system improvements and enhancements will be evaluated in the Alternatives section. 5.4.2.5
General Airspace Limitations
As discussed in Section 5.2 Airspace Capacity, airspace surrounding PIE is somewhat constrained due to the close proximity of TPA, MCF, and several GA airports in the general vicinity. This level of activity and general congestion has specific impacts on the airspace in the area, and overall capacity of the Airport. The airspace capacity limiting factors that have been identified at PIE include potential restriction on the airspace available for additional instrument approach procedures. Due to ILS approaches at PIE, TPA, and MCF, it is concluded that an instrument approach procedure to Runway 9-27 at PIE would incur potential conflicts with either TPA or MCF operations. Even VFR traffic patterns to Runway 9-27 are limited due to airspace constraints with TPA and MCF. The airspace and overall approach requirements for ILS and other instrument approaches are significant, and the addition of an east-west approach could increase ATC workload as well as the potential for hazardous operations. Furthermore, such an approach would require strict noise mitigation procedures since the approach and departure paths would be over significantly populated areas. Although the airspace surrounding PIE is somewhat constrained by the number of aircraft operations, noise abatement procedures and instrument approach procedures, it is not completely limited by airspace restrictions. Increases in aircraft operations at PIE will not exceed the airspace capacity in its existing configuration. Continued coordination between ATC at the airports in the region will ensure that safe and efficient operations continue, while maintaining the smallest amount of delay possible. 5.4.2.6 Runway Instrumentation Capacity calculations for PIE include data for all four runways subdivided into two separate categories. Runways 17L-35R and 04-22 are analyzed as a crossing formation and Runway 09-27 is analyzed as a single runway formation. The primary runway (17L35R) is equipped with a CAT-I ILS precision approach (currently being upgraded to CAT–II capability) to Runway 17L, in addition to GPS, VOR, and NDB approaches. Approaches to Runway 35R include GPS, VOR, and localizer back course (LOC-BC), and the runway is currently being upgraded to CAT-I ILS capability. There is a VOR, approach to Runway 04 as well. Additionally, ATC facilities, equipment, and services are adequate for operating a radar environment.
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5.4.2.7 Weather Influences An IFR condition exists when either of the following situations occurs: • •
Cloud ceiling is less than 1,000 ft above ground level (AGL). Visibility is equal to ½ mile, but less than 3 miles.
Weather data obtained from the NCDC identified that VFR conditions at PIE occur approximately 95.1 percent of the time, while IFR conditions occur 4.2 percent of the time. CAT-I approaches are required approximately 0.2 percent of the time and CAT-II approaches are required approximately 0.3 percent of the time. The Airport is only considered closed approximately 0.2 percent of the time. The ILS approach to Runway 17L is capable of a Category I Approach, which allows IFR landings when ceilings are as low as 200 ft AGL and visibility is between ½ and ¾ mile. The Airport is considered closed to landing aircraft in IFR conditions when cloud ceiling or visibility is below 200 ft and/or less than 1/2 mile. When the CAT II approach to 17L becomes operational in 2004, ILS approaches minimums will be reduced to ceilings less than 200 feet and visibilities less than one half mile.
5.4.3
Airfield Capacity Calculations
Based on FAA AC 150/5060-5 Airport Capacity and Delay, this section calculates VFR and IFR hourly capacities as well as determines annual service volume. 5.4.3.1
Hourly VFR Capacity
The hourly VFR capacity calculation for PIE is based on data from each of the runway configurations, described previously, crossing, single and LASHO. FAA AC 150/5060-5 Airport Capacity and Delay formula for VFR hourly capacity multiplies hourly capacity base (C*), T&G factor (T), and the taxiway exit factor (E) to get the hourly VFR capacity for each component. Hourly capacity is derived from the aircraft mix index and the percent arrivals. The T&G factor is derived from the aircraft mix index and the percent T&G. Taxiway exit factor is derived from the aircraft mix index, percent arrivals, and the distance and spacing of taxiways from the threshold of the runway. For the crossing runway configuration, the hourly VFR capacity currently equals 127 operations, using the following data: C* x T x E = Hourly VFR Capacity 108 x 1.26 x .93 = 126.55 or 127 The single runway configuration is calculated identically. For this component, the hourly VFR capacity currently equals 110 operations, using the following information: C* x T x E = Hourly VFR Capacity 98.00 x 1.31 x .86 = 110.41 or 110
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Considering the three-runway configuration utilizing LAHSO, the hourly VFR capacity currently equals 194 operations, using the following information: C* x T x E = Hourly VFR Capacity 172 x 1.31 x .86 = 193.78 or 194 5.4.3.2
Hourly IFR Capacity
Hourly IFR Capacity is also calculated for each of the runway configurations. However, it is important to note that the only ILS approach currently available is the CAT-I ILS approach to Runway 17L which is included in the crossing configuration. Thus, the crossing configuration is represented as a single runway for the purposes of calculating hourly IFR capacity. Therefore, the actual capacity of the crossing configuration is currently 57 operations an hour, as shown in the following calculation: C* x T x E = Hourly IFR Capacity 60 x 1.00 x 0.95 = 57.00 Currently, total hourly IFR capacity for the single runway configuration (Runway 9-27) is zero. IFR hourly capacity for the three-runway configuration using LAHSO is also zero since LAHSO operations cannot be conducted during IFR conditions. The hourly VFR and IFR capacities determined above will be used to calculate the ASV for PIE. 5.4.3.3
Annual Service Volume
ASV is the estimation of an airport’s annual capacity. ASV is dependent on differences in runway use, aircraft mix, weather conditions, etc., that would be encountered over a year’s time. ASV is based on the parameters and assumptions presented in section 6.4.2, and the hourly capacities for the three runway configurations. Guidance for conducting this estimation is provided by FAA AC 150/5060-5 Airport Capacity and Delay. The ASV calculation is representative of the existing airfield capacity in its current configuration (2001). The equation for calculating ASV is: Cw x D x H Cw equals weighted hourly capacity, D equals annual demand divided by daily demand, and H equals daily demand divided by hourly demand. To calculate the Cw, the percent of time each runway-use configuration is utilized, the runway-use that provides maximum capacity, and the ASV weighting factor for each runway configuration are all determined. These factors, along with the hourly capacity factors calculated previously, are entered into a formula to generate the Cw. For PIE, Cw is equal to 120 operations. D is simply the ratio of annual demand to average daily demand of the peak month. D for PIE is equal to a ratio of 382 operations per day. H is the ratio of average daily demand to average peak hour demand during the peak month. H for PIE is equal to a ratio of 5 operations per hour.
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With these components in place, the ASV for PIE is calculated as 231,552 operations per year. Cw x D x H = ASV 120 x 382 x 5 = 231,552 According to the FAA, the following guidelines determine the phased needs as demand reaches certain levels of capacity: • • •
60% of ASV: Planning for capacity improvements should begin. 80% of ASV: Planning for improvements should be complete and construction should begin. 100% of ASV: Demand has reached maximum capacity and delays are inevitable.
As presented in the Chapter 4, Aviation Demand, annual operations for 2001, the base year of this study, were 231,283. This total is approximately 99.9 percent of the calculated ASV of 231,552 operations. Therefore, in accordance with FAA guidelines, PIE has reached maximum capacity and needs to initiate immediate plans for capacityenhancing improvements. Delays are already experienced by the ATCT on a regular basis and the ATCT compensates for the less than ideal configuration with LAHSO when able. Table 5-6 and Figure 5-8 illustrate the aviation demand forecast for PIE and its relationship to the Airport’s ASV. It is important to note that major changes must be made to the current runway and taxiway system to gain capacity to meet current and increasing demands. Immediate improvements include an additional runway and improvements to the taxiway system. Section 7, Alternative Analysis will explore possible capacity enhancement improvements. Table 5-6. ASV vs. Demand Year 2002
Mix Index 10.4%
Operations 231,283
ASV 231,552
DEM-CAP Ratio 99.9%
2007
10.8%
241,634
231,552
104.4%
2012
10.7%
259,076
231,552
111.9%
2017
11.2%
284,138
231,552
122.7%
2022
11.6%
316,963
231,552
136.9%
Source: PBS&J, 2002
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It is important to note that major changes must be made to the current runway and taxiway system to gain capacity to meet increasing demands.
Figure 5-8. ASV vs. Demand
Annual Operations
350,000 300,000 250,000 200,000 150,000 100,000 50,000 0 2002
Forecast Operations
60% Capacity
80% Capacity
100% Capacity
2007
2012
2017
2022
Year Source: PBS&J, 2002
5.5
LANDSIDE CAPACITY
The ability of an airport to provide efficient landside facilities is essential to the success of the airport, and is especially important for the public who utilize the Airport. This section focuses on landside facilities including the terminal building, automobile parking, ground access, industrial park, and other facilities. The following sections will identify the capacity of each facility and the capability to meet the projected demand, as suggested by Chapter 4 - Aviation Activity Forecast. The demand-capacity analysis for landside facilities will also identify surpluses and deficiencies to reveal where facility improvements may be necessary.
5.5.1
Terminal Building Renovation and Expansion
The passenger terminal at PIE is the interface between ground and air transportation. The Airport, and primarily the terminal building serve as the gateway to the community and form the visitor’s first impression of the community. As such, the primary purpose of the terminal is to provide for the safe, efficient, and comfortable transfer of passengers and their baggage to and from aircraft and ground transportation. To accomplish this, essential elements such as ticketing, passenger processing, baggage handling, and security inspections are required. These are supported by food service, car rental, gift shops, rest rooms, airport management and other ancillary facilities. The planning and design of the terminal renovations and expansions are intended to ensure the primary circulation and functional flow relationships are improved, and, where necessary, revised accordingly. 5.5.1.1
Terminal Apron
Commercial terminal apron space is comprised of the number of gate positions for aircraft parking and the size of aircraft utilizing the positions. Currently, PIE has 14 domestic and international gates in the terminal apron area. The terminal apron area is approximately 41,556 sq yd. As commercial operations and demand for gates and aircraft parking positions increase, additional terminal apron will likely be required. In Chapter 6, Facility Requirements, terminal apron area will be calculated based on the forecast peak hour operations, average parking position occupancy time, and aircraft arrival/departure rates. Total area required, including specific number of gates and 2/19/04
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aircraft parking positions, will be determined for the 20-year planning period. Improvements will be suggested in Chapter 7 - Alternatives Analysis. 5.5.1.2
Demand/Capacity Analysis and Terminal Building Requirements
Detailed descriptions of historical aviation activity and forecasts of future demand were determined in Chapter 4. The capacity and adequacy of the existing terminal facilities were compared to the future passenger demands that determined the recommendations contained herein for revisions, expansions, or additions to the airport terminal facilities. Capacity requirements were calculated for essentially all aspects of the terminal area at PIE. These calculations, based on various forecast components, should be regarded as generalized planning tools that assume attainment of forecast levels. Should the forecast prove conservative, proposed developments should be advanced in the development schedule. Likewise, if traffic growth materializes at a slower rate than forecast, deferral of expansion would be prudent. 5.5.1.3
Existing Terminal Conditions
The majority of operations are conducted in the main terminal building that operates continuously throughout the year. This building is a two-level structure and is approximately 143,980 square feet in area. Due to its layout, some areas of the terminal are not useable for passenger services. These areas are unused or leased to nonaviation tenants. The first floor (122,051 sq ft) accommodates five airlines; four rental car agencies; concession areas; 14 gates; two TSA security-screening areas; U.S. Customs; duty-free shop; two concessionaires, including a gift shop and a newsstand; Pinellas County sheriff’s offices; and restrooms. The second level (22,819 sq ft) is used exclusively for airport administration offices, non-aviation offices, conference rooms, and a restaurant. With the exception of the baggage claim, the terminal building was not design to provide second level aircraft boarding. Current space utilization of the terminal building is inefficient for the processing of passengers and maximization of revenue generation. Every effort must be made to provide a simplified, efficient, and unobstructed flow of passengers, baggage, vehicles, aircraft, etc., in and about the terminal building and support areas. The existing layout of the terminal is not an example of such a functional flow design. The primary terminal functions and ancillary activities were located over time without respect to the functional relationships necessary for terminals to operate efficiently. For example, security should be consolidated to one area of the terminal. This is an especially critical aspect for consideration since the events of September 11, 2001 and the increase security screening requirements. Similarly, domestic aircraft boarding gates are located throughout the building on either side of the international arrivals area (U.S. Customs) rather than being consolidated so that several gates could be served by a common holdroom(s). Furthermore, a large area of terminal space (former bag claim area) is used essentially as a TV lounge. This existing layout leads to inefficiencies for the Airport, passengers, and tenants, as well as confusion and longer walks for passengers as they
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enter and depart the terminal. Figures 5-9 and 5-10 show circulation and functional relationships recommended for commercial service terminal buildings. Figure 5-11 shows an example of a nonfunctional terminal layout. Figures 5-12 and 5-13 are the layout of the existing first and second floors, respectively, of terminal building at PIE. Figure 5-12 has some similarities to Figure 5-11 in regards to deficiencies in layout and function. 5.5.1.4
Evaluation of the Existing Passenger Terminal
The existing terminal building is the result of a series of additions that have created a linear terminal that has 860 feet of frontage. The building has four major sections, separated from each other by four-hour and three-hour firewalls. Going from west to east, the first area is the new baggage claim addition that was completed in 2000. It is Type II protected construction and has fire sprinklers. The second area is the Wick Wing. It was completed in 1958, is Type IV unprotected construction, and does not have fire sprinklers. There is a small addition at the rear of the Wick Wing that was completed in 1983 that is of the same construction type. The third area is the former baggage claim area, which was completed in 1984, and is the same construction type as the Wick Wing. The fourth area is the original airport terminal, which is of Type II protected construction with fire sprinklers. It has had several renovations and additions, including Federal Inspection Services (F.I.S.) in 1989, additional departure lounges in 1985 and additional ticketing and airline offices in 1995. An enclosed walkway was added to the front of the terminal in 1995 to provide for sufficient circulation between the various parts of the terminal and to provide a unified modern appearance. Development of the terminal through renovation of existing areas or expansion through additions has required negotiation with the Pinellas County Building Department to maintain an acceptable level of life safety and protection of building elements. Roof-mounted package units provide heating, ventilation, and air-conditioning (HVAC). Floor to floor access is provided by two elevators, each serving separate second floor areas, four exterior fire stairs, and one interior stair. 5.5.1.5
General Terminal Building Sizing Criteria
The terminal building and support area will be the element of the Airport most affected by future passenger activity increases. Various planning parameters were analyzed to determine the need for renovation and expansion. The primary facilities that serve scheduled commercial passengers at PIE include the passenger terminal building and the aircraft-parking apron. Individual terminal area facilities are examined in terms of their general spatial requirements to accommodate the future forecasted passenger and aircraft activity levels. Alteration of these facilities may be necessary to meet specific forecast levels.
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General sizing criteria for terminal buildings have been established over time by various governmental agencies and industry groups. However, the general sizing parameters are not applicable in every situation. The experience of the consultant and adaptation to unique situations is also necessary. The sources for terminal planning guidance include the FAA, International Air Transport Association (IATA), Transportation Research Board (TRB), and the International Civil Aviation Organization (ICAO), to name a few. Some of the documents referenced for this report include the following: • • • •
IATA Airport Terminals Reference Manual, 7th Edition, January 1, 1989 FAA AC 150/5360-13, Change 1, Planning and Design Guidelines for Airport Terminal Facilities, January 19, 1994 FAA AC 150/5360-9, Planning and Design of Airport Terminal Facilities at Non-hub Locations, April 4, 1980. Measuring Airport Landside Capacity, Special Report No. 215, TRB, 1987.
Using these documents, and the experience and judgment of the consultant, general gross spatial requirements were determined for PIE. Within the terminal building, several independent activities occur which require spatial analysis to accommodate peak-hour activities. These include: ticketing, waiting areas, baggage claim and storage, airline (air carrier and commuter) facilities, security screening stations, airport management and operations facilities, car rental agencies, public rest rooms, and concessions. General guidelines have been used for sizing the gross square foot (sq ft) requirements for terminal facilities based upon the peak hour passengers (PHP). These factors vary depending on the type of annual passengers processed, as shown below: • • • •
International airport terminals – 333 + sq ft/PHP Small to large hub airport terminals – 250 to 300 sq ft/PHP Non-hub commercial airport terminals – 150 to 250 sq ft/PHP General aviation airport terminals – 49 to 100 sq ft/PHP
PIE is classified as a small-hub commercial airport for which 150 square feet per PHP will provide sufficient gross area for all of the previously mentioned activities. However, it is assumed that given current international activity at PIE, though much smaller than typical international airports, 200 sq ft per PHP is more appropriate for planning purposes. To refine this general sizing requirement, a detailed calculation of space by activity area was prepared and is presented later in this report. The general overall space requirements for the cardinal years of the forecast period are shown below in Table 5-7. Table 5-7. Gross Terminal Space Requirements
Year 2002 (Existing) 2007 2012 2017 2022
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PHP 523 630 742 862 1,001
Sq Ft/PHP 200 sq ft 200 sq ft 200 sq ft 200 sq ft 200 sq ft
Space Required 104,600 sq ft 126,000 sq ft 148,400 sq ft 172,400 sq ft 200,200 sq ft
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Most commercial service terminals have similar tenant and space demands. Each terminal will typically include the following functions by percent of total space: • • • • •
Airline space - 33% Public space - 40% Concession space - 17% Airport management - 4% Utilities - 6%
The distribution of the major terminal elements, shown above, results in an even division of revenue and non-revenue spaces. Planning terminal development or expansion should consider the financial aspects to assure the total area of revenue producing space (i.e., airline, concessions) equals or exceeds non-revenue space, to offset the Airport’s obligation to finance the expansion of the building. Studies for the expansion of terminal facilities, such as this study, are developed around a 20-year planning period. Forecasts of enplaned passengers, aircraft operations, and terminal sizing requirements are generated in increments of five, ten, and twenty years. However, terminal construction is typically phased in ten-year periods, primarily due to the time and cost of construction and the impacts imposed upon the passengers, airport, and airline operations. Although excess capacity is experienced in the first few years as enplanements increase to the expected demand levels, this is normal. Benefits from initial excess capacity include flexibility to adapt to changing market conditions, such as new entrants into the market. This also allows long periods from intensive construction activities in the terminal area and time to study future terminal expansion before reaching or exceeding peak hour passenger capacity levels.
5.5.2
Automobile Parking
According to FAA AC 150/5360-13 Planning and Design Guidelines for Airline Terminal Facilities, 40 to 85 percent of the originating passengers arrive to airports in private automobiles. Consequently, adequate public parking facilities are a valuable part of good terminal design. Automobile parking facilities are not only intended to provide space for passengers, but also for employees, visitors, and car rental agencies. The FAA suggests that for every one million total annual passengers, an airport should supply from 1,000 to 3,300 parking spaces. PIE is currently designated as an origin and destination airport, and automobile-parking capacity had been adequate most of the time with capacity being exceeded during holiday travel periods such as Thanksgiving and Christmas. During these times, PIE employs a remote parking lot located on the west side of Roosevelt Boulevard and a shuttle bus is required to transport passengers to the terminal. However, with changes in airlines, schedules, and destinations, the remote lot is being employed nearly every weekend in addition to holiday travel days. The Airports long-term plan is to close the remote parking lot and make the land area available for lease. However, before the Airport closes this lot, it will need to supplement parking capacity by building parking garages in the terminal area. Until recently (August 2002) parking was free at PIE, and extended parking and nonairport users parking was not discouraged. This may have affected the main parking lot’s capacity during peak travel periods. PIE’s public parking facility is also accommodating GA employees and customers because of limited parking in the GA areas that will be discussed in later sections. Additionally, 191 spaces in the formerly short-term parking
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lot closest to the terminal building had been closed due to TSA/FAA security regulations, but are now used by rental car companies. Currently, there are 714 public parking spaces, 191 rental car spaces, and 153 employee spaces. An additional 469 public spaces exist in the remote lot, but these spaces will be lost when the remote lot is closed. Based on airport industry standards, a factor of 1,400 parking spaces per million passengers was utilized in determining automobile parking capacity. Industry standards recommended 44 sq yd per space for public parking spaces, and 36 sq yd for rental car spaces. Both of these sizing factors include maneuvering lanes and turning space for each parking space. The demand for automobile parking at PIE is illustrated in Table 5-8. Figure 5-14 shows the current terminal parking areas. Table 5-8. Automobile Parking Demand Total Annual Passengers Parking Space Demand Required Area (SY)
2001
2002
2007
2012
638,832 894 39,750
695,669 974 43,286
837,742 1,173 52,126
987,720 1,383 61,458
2017
2022
1,147,528 1,331,490 1,607 1,864 71,400 82,848
Source: FAA 150/5360-13 Planning and Design Guidelines for Airport Terminal Facilities; PBS&J, 2002
5.5.3 5.5.3.1
Ground Access and Terminal Roads Access to the Airport
The highway system in Pinellas County is well developed with Roosevelt Boulevard (SR 686), Ulmerton Road (SR 688), US Highway 19, and US Highway 92 providing regional access in close proximity of PIE. Interstate 275 is located 3 miles east of the Airport, accessible by Ulmerton Road and Roosevelt Boulevard. This system currently provides excellent access to Hillsborough County and through Pinellas County. The Florida Department of Transportation (FDOT) has embarked upon a long range roadway improvement and upgrade program in the vicinity of PIE which will improve service and access to the area by renovating major roadways and intersections at Ulmerton, Roosevelt, and 49th Street, in addition to providing additional access from I-275 via the CR 296 connector (118th Street). Also included in this project is the development of Roosevelt into an elevated, limited access highway, which will require alternate access into the Airport.
5.5.4 5.5.4.1
Primary Airport Access Roads Terminal Access Roadway System
Terminal access roadway systems are made up of several components. First is the primary terminal access roadway, known at PIE as Terminal Boulevard. This road then leads to a terminal access road, in this case, Airport Parkway, which provides access into the general terminal area, the terminal building(s), and parking areas. Terminal access roads are typically one way and flow in a counter-clockwise direction. Terminal frontage roads branch off the terminal access road providing direct access to the terminal curb. Figure 5-15 shows circulation and functional relationships recommended for the commercial service terminal area regarding traffic flows and parking.
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5.5.4.2
Terminal Circulation Configuration
The PIE terminal access and roadway system is classified as a centralized layout. This is typical of terminal area complexes that consist of a single terminal building and an atgrade terminal roadway system that all passenger-related vehicles normally pass through to access the terminal, parking, and rental cars. Figure 5-16 shows the terminal roadway system. 5.5.4.3
Primary Terminal Area Access Roads
There are two primary access roads to the terminal area. The first is Terminal Boulevard, a one-lane, at-grade roadway that bisects the terminal parking area. Terminal Boulevard terminates at Airport Parkway. Access is gained directly from Roosevelt Boulevard. (See Figure 5-16.) The second is Airport Parkway, also accessible from Roosevelt at two locations. At its most northern entrance off Roosevelt, it is initially a two-lane, two-way roadway coming into the terminal area, where it becomes a terminal access roadway that bisects the rental car and public parking lots and merges with Terminal Boulevard. At this point, Airport Parkway continues as a one-way, two-lane, counterclockwise terminal access road where it flows by the terminal building and terminal frontage road. The terminal roadway portion terminates where it meets Airport Parkway and ultimately merges with itself where it becomes a two-lane, two-way road again, exiting onto Roosevelt Boulevard. (See Figure 5-16.) Capacity per lane for at-grade primary airport access roadways is 800 vehicles per hour (VPH) for vehicle speeds of less than 30 miles per hour (MPH). Estimating that 80 percent of passengers arrive and depart the Airport by automobile, and the remainder of peak hour passengers arrive by high occupancy vehicles (e.g., buses, limos, vans, etc.), the primary Airport entrance roadways system will exceed capacity before 2022. Table 5-9. Primary Airport Access Roadway Capacity
Year 2002 2007 2012 2017 2022
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Peak Month Average Day Peak Hour 80% Passengers Automobile 1,046 836 1,259 1,007 1,485 1,188 1,725 1,380 2,001 1,601
Other 105 126 148 172 200
Average Day PH Vehicles 941 1,133 1,336 1,552 1,801
Existing Roadway Capacity VHP 1,600 1,600 1,600 1,600 1,600
VPH Deficiency 0 0 0 0 201
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5.5.4.4
Terminal Area Access Road
A portion of Airport Parkway serves as the terminal access roadway from the area it bisects the rental and public parking lots. It begins as one-way once it passes the entrance to the short-term public parking lot. From this point, its circulation is counterclockwise in direction, and provides limited choices to passengers driving through the terminal area, either directing them to the terminal frontage road or parking facilities. (See Figure 5-16.) Terminal access roads should be able to accommodate 1,000 VPH and should consist at a minimum of two 12-foot lanes. The portion of Airport Parkway that serves as the terminal area access road meets these minimum requirements. The capacity calculation of Airport Parkway is similar to primary terminal access roads. Assuming the two-lane Airport Parkway has a capacity of 2,000 VPH and assuming all terminal traffic uses Airport Parkway, capacity of Airport Parkway appears to be adequate for the future. 5.5.4.5
Terminal Frontage Road
Terminal frontage roads are designed to distribute vehicles directly in front of the terminal building adjacent to the terminal curb. A minimum of two lanes adjacent to the curb is recommended. The inside lane, sized at an eight-foot lane width, is for the loading and unloading of passengers and baggage. This lane has no throughput capacity. The outside lane is used for maneuvering to and from the curb front and should be sized at 12 feet wide to provide a capacity of 300 VPH. Additional 12-foot, 600 VPH capacity through-lanes should be provide to expedite traffic through the terminal frontage area. The terminal frontage roadway system at PIE consists of three lanes, one curbside lane and two through-lanes with a capacity of 900 VPH. (See Figure 5-16.) Assuming 50 percent of vehicles (900 vehicles) access the terminal frontage roadway, capacity will be at 100 percent by 2022. Additional capacity should be provided. 5.5.4.6
Other Primary Airport Access Roads
The Airport is accessible by several primary roadways. Airport Parkway is a dualpurpose, two-lane, at-grade access road accessible at two locations from Roosevelt Boulevard. Airport Parkway’s southern entrance from Roosevelt provides access to the FAA’s ATCT and Flight Service Station (FSS) facilities as well as the fixed base operators (FBOs). Airport Parkway continues to the intersection with Terminal Boulevard provides access to the parking lots, terminal building frontage road, and UPS, finally terminating at Roosevelt Boulevard. (See Figure 5-16.) As the southern entrance of Airport Parkway is essentially limited to accessing the FAA and FBO facilities, an 800 VPH road capacity is considered adequate for the planning period. Access to the Airport’s west and north areas where the U.S. Coast Guard facility (USCG), Pemco, Shelt Air corporate hangar complex, Jet Executive FBO, and the U.S. Army Reserve helicopter training facility (under construction) are located, is provided by Fairchild Drive. Accessible from Roosevelt Drive, Fairchild Drive is a two-lane, two-way road that is inadequate to provide necessary capacity to the tenants on this side of the Airport. During peak demand, especially with the conclusion of the afternoon shift of workers from USCG, backups are frequent. Fairchild Drive is access controlled from Roosevelt, and in the afternoons, Roosevelt Boulevard backs up as well as Fairchild Road traffic exits the Airport. Afternoon traffic congestion on Roosevelt Boulevard is
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further exacerbated by the traffic light at the Airport Parkway’s northern terminal entrance, as the two signalized intersections are relatively close to one another. Pinellas County Public Works Department, recognizing the traffic backups on Roosevelt, has designed a realignment of Fairchild Drive that will eliminate the access controlled intersection at Fairchild and Roosevelt Boulevard, and reroute Fairchild Drive on Airport property to the south parallel to Roosevelt Boulevard, establishing an intersection with Airport Parkway. Traffic will still be able to access the west- and north-side facilities from the original Fairchild Drive entrance, which will become one-way onto the airport, but all traffic exiting will be routed to Airport Parkway. Mixing Fairchild traffic with airport terminal traffic on Airport Parkway will result in backups on Fairchild Drive as well as congestion in the terminal area. See Figure 5-17. On the Airport’s east side, 34th Street North, also known as Evergreen Avenue, provides vehicular access from Ulmerton Road to the Moog Facility and T-Hangar complex north of Runways 4-22 and 9-27. This two-way, two-lane roadway has relatively light traffic, and will prove to be adequate for access to the T-hangars. However, with the Airport’s recent acquirement of the Airco Golf Course, development plans for the golf course, which is accessible by Old Roosevelt Boulevard, may require re-evaluation of access to the Airport’s Westside. See Figure 5-18. 5.5.4.7
Service Roads
Service roads are dedicated access roads divided into two categories: those that are non-secure and those that are restricted. Non-secure service roads typically allow access to non-secure areas of an airport, generally for deliveries of goods and services such as fuel, cargo, and the like. At PIE, there are non-dedicated, non-secure service roads functioning as primary access roads, providing this type of accessibility. Secure service roads are those that only badged airport personnel can use. This type of road allows access to the secured airside areas of the Airport such as perimeter roads. PIE has one continuous perimeter road used for security patrols and access to NAVAIDS and other equipment and facilities located on airside. (See Figures 5-17 and 5-18.) Secure service roads should be paved or otherwise stabilized for ease of maintenance and durability. Capacity is not an issue as use and access is limited.
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5.5.5
Non-Aviation Areas
One major goal for PIE is to capitalize on the value of real estate within and adjacent to Airport property, which allows the Airport to diversify revenue sources and utilizes land to the fullest extent possible. Development of business centers, industrial parks, and commerce areas can be extremely valuable resources in the realization of that goal. Careful planning and organization of these non-aviation revenue generators can be vital to the funding of other landside or airside improvements at the Airport. The entire Airport is also designated as Foreign Trade Zone #193. The Airport owns and maintains numerous properties around the Airport’s perimeter that are used for non-aviation purposes. These properties, totaling almost 500 acres, are located in several main areas: • • • • • • • •
Airport Business/Industrial Park – 300 acres Ulmerton and 40th Street parcel – 6.8 acres Former Showboat property – 4.1 acres Airco Golf Course – 130 acres 34th North Street property – 47.7 acres Former Moog Property – 31 acres Former Turtle Club property – 9.2 acres U.S. Naval Reserve property – 4 acres
The Airport Business/Industrial Park is approximately 300 acres and is surplus airport property remaining from when the former military base was converted to a public use airport. The Business/Industrial Park is highly developed with few parcels remaining for lease and/or development. While many of the parcels are leased to Pinellas County departments such as the county jail and economic development, light industrial tenants lease land as well. Access to the Airport Business/Industrial Park is afforded by Roosevelt Boulevard, which is current under design for improvements to a limited access road including a realignment and grade separation. The realignment will shift slightly to the west impacting one, and possibly two buildings in the Industrial Park. The upgrade of Roosevelt Boulevard is tentatively scheduled for 2007 – 2010 timeframe. The Ulmerton and 40th Street parcel is a 16.5 acre triangular parcel located between the runway protection and approach zones of Runways 35R and 4. Accessible from Ulmerton Road via 40th Street, the frontage along Ulmerton is very attractive for commercial development such as restaurants. The remaining land area away from Ulmerton Road has limited use as height restrictions on development become critical to avoid penetration of the runway approach zones and associated FAR Part 77 surfaces. This parcel may be further affected by the pending changes to the Ulmerton/Roosevelt Boulevard interchange and the future realignment of Roosevelt Boulevard. The former Showboat property is a 4.1-acre triangular parcel affronting Ulmerton, old Roosevelt Boulevard, and 37th Street. This parcel is currently under lease by a motel, gas station, and fast food outlet. Recently, the Airco Golf Course came under control of the Airport, and affords the Airport with a tremendous development and economic opportunity. The 130-acre parcel’s potential to the Airport will be a significant alternative revenue source as the Airport converts the property from a golf course to commercial uses. The golf course currently generates approximately one cent per square foot, where as commercial properties near the Airport generate upwards to 75 cents per square foot. The land
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One major goal for PIE is to capitalize on the value of real estate within and adjacent to Airport property, which allows the Airport to diversify revenue sources and utilizes land to the fullest extent possible.
areas along the airside areas of the Airport offer excellent aviation development opportunities as well. Just east of the Airco property are two parcels. The first is the land area available along and south of 34th Street North. This 47.7-acre parcel is currently undeveloped. A Native American burial area and wetlands may be in this area. This land area also contains a large drainage easement. Because of the make-up of the property, development opportunities may be limited. The second parcel is the 31-acre former Moog property. The Airport is currently in the process of acquiring this property for future lease to a potential tenant for light manufacturing or other compatible uses. This property also has airside access to the airfield through the fence. Two parcels located on the north and west side of the Airport includes the Naval Reserves Training Center and the former Turtle Club Restaurant. The four-acre naval Training Center is under a long-term lease. The 9.2-acre Turtle Club parcel offers the Airport a leasing opportunity. Access to the property from Roosevelt Boulevard is limited to Fairchild Drive, a single, two-lane road. The Airport recently placed a full time real-estate person on staff to market and lease these land areas. In order to market these properties successfully, the following should be considered: • • • •
Identify available parcels by number, acreage, and the available utilities that are in place for prospective tenants. Set a lease/buy cost associated with each parcel, for proposals and financial analysis by prospective tenants. Develop minimum standards for construction and maintenance of tenant businesses in the commerce park. Promote and maximize the benefits of the foreign trade zone designation.
These requirements should be completed to allow proper marketing and development of the Airport commerce park. Because this area is nearing full development, and is surrounded by fully developed properties, it may be necessary to focus expansion efforts in other areas of Airport property. A review of the available non-aviation land areas and an overall land use plan will be completed in later sections of the Master Plan document. As discussed in previous sections, the Airport Business Center lies within Foreign Trade Zone #193 on the west side of Airport property. The 42-acre area owned by PIE hosts a variety of industries, including information systems, health care, education, and government. Approximately, 65 percent of the Business Center is leased to private tenants, while the government utilizes approximately 25 percent. The remaining 10 percent, or approximately five acres, is currently unoccupied. Expansion of the Business Center is restricted by Airport parking to the east and other commercial developments to the north, west, and south. Therefore, if expansion is favored, the Airport must monitor adjacent parcels and purchase as they become available. Although it is important to maintain the Business Center property, it is necessary to seek valuable purchasing opportunities in other areas as well.
5.5.6
Airport Security and Fencing
Airport security has taken center stage after the terrorist attacks on September 11, 2001. PIE has been progressive in its security plan by initiating an evaluation of its current
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security program, procedures, and equipment. In addition, the Airport is implementing and installing new security procedures and equipment to ensure the safety of its employees and the public at large. The Airport is currently in the process of complying with recent security directives as issued by the FAA and the Transportation Security Administration (TSA). Automobile parking within 300 feet of the terminal building, primarily short-term parking, has been closed off to public parking and is now used by the rental car companies who are required to inspect every returned rental vehicle. In addition, PIE has initiated the development of a Security Master Plan (ASMP), which is scheduled to begin in fall 2002. The ASMP will have limited distribution due to the sensitive nature of the contents, including evaluation of current procedures, equipment, training, etc. and provision of recommendations for improvement. PIE is currently complying with all FAA and TSA requirements and recommendations with regard to Airport security, and will continue to implement additional security procedures as needed and recommended. It is important to mention that security measures, especially changes to the terminal, parking, roadways, and access must be included in the Airport Master Plan Update.
5.5.7
Airport Rescue and Fire Fighting
Aircraft rescue and fire fighting (ARFF) facilities at airports operating in accordance with Federal Aviation Regulations (FAR) Part 139.315 are assigned an index determination based on the length and average daily departures of air carrier aircraft. Indexes range from Index A (includes aircraft less than 90 feet in length) to Index E (includes aircraft at least 200 feet in length). The rule states that the longest index group with five or more departures per day should be the ARFF Index for the airport. At PIE, the current ARFF designation is Index C, which includes aircraft at least 126 feet, but less than 159 feet in length. This designation is adequate to meet demand of the current fleet. However, it is important to note as improvements are made to runway capacity and larger aircraft begin to utilize PIE facilities, it may be necessary to consider upgrading the ARFF facilities. The ARFF station is located on the northwest side of the field along Fairchild Drive. As the Airport develops and expands, the relocation of the ARFF may be required.
5.5.8
Fuel Facilities
The existing fuel farm is a one-acre facility on the north side of the airfield located among the Sheltair, Jet Executive Center, and US Coast Guard (USCG) lots. The Airport owns and maintains USCG fuel tank and fueling facilities, while Jet Executive Center, Signature Flight Support, Air 1, own individual tanks within the farm. Fuels stored on site include 100 LL, Jet A, and JP8. The fuel farm includes 18 fuel tanks with an overall capacity of 310,000 gallons. Table 5-10 shows the fuel farm’s capacities by type fuel. Surveys and personal interviews reveal a need for greater efficiency within the farm. Currently, fuel distributors find that refueling tanks within the fuel farm is extremely difficult because of the poor layout and access to the farm. Although, fuel quantity is acceptable to meet existing demand, more tanks will be necessary to meet future demand as suggested in the based aircraft and GA operations forecasts.
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Table 5-10. Fuel Farm Capacity and Fuel Storage by Type Owner/Lessee Air 1 Air 1 Air 1 Jet Executive Center Jet Executive Center Jet Executive Center Jet Executive Center Signature Flight Support Signature Flight Support Signature Flight Support Signature Flight Support Signature Flight Support Signature Flight Support U.S. Coast Guard U.S. Coast Guard U.S. Coast Guard U.S. Coast Guard U.S. Coast Guard
5.6
Size (gal) Content 20,000 20,000 10,000 20,000 15,000 15,000 10,000 20,000 20,000 10,000 10,000 10,000 10,000 30,000 30,000 20,000 20,000 20,000
Jet A Jet A 100 LL Jet A Jet A Jet A 100 LL Jet A Jet A Jet A Jet A Jet A 100 LL JP8 JP8 JP8 JP8 JP8
GENERAL AVIATION
As discussed in Chapter 2 - Existing Airport Facilities, Statistics, and Environment, GA at PIE consists primarily of corporate, flight training, and recreational flying activity. The facilities associated with GA that must be analyzed for demand and capacity are aircraft storage facilities, aircraft apron area, and automobile parking. As GA operations increase, the need for expanded landside and airside facilities will become evident. Specific facility requirements for each area will be identified in Chapter 6.
5.6.1
Aircraft Storage Facilities
Aircraft storage needs often reflect local climatic conditions, as well as the size and sophistication of an airport’s based aircraft fleet. Typically, larger, more expensive aircraft will be stored in larger corporate or conventional hangars, which tend to be more secure facilities. In Florida, a general rule of thumb is that 85 percent of based aircraft owners will desire hangar space for aircraft storage, primarily for protection from the weather and lower maintenance costs. However, approximately 65 percent of the 327 based aircraft at PIE are stored in hangar facilities, with a growing demand for additional hangar space. Therefore, also based on demand for corporate level aircraft storage space, it is estimated that approximately 70 percent of all based aircraft require some type of hangar facility. FBOs report increasingly long waiting lists for aircraft storage units every year. Currently, there are 122 T-hangar stalls including six oversize multi-engine aircraft or helicopter stalls, five typical multi-engine aircraft stalls, and 74 single-engine aircraft stalls. Total T-hangar area is approximately 160,100 sq ft, of which 37,800 sq ft is associated with multi-engine aircraft and 122,300 sq ft is associated with single-engine
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aircraft. There are 17 corporate/conventional hangars of various sizes providing approximately 359,000 sq ft of aircraft storage and maintenance space to at least 89 aircraft. Currently, total aircraft storage facility area equals 525,100 sq ft, which is significantly lower than the demand for storage area of 616,989 sq ft. Table 5-11 reports the estimated number of aircraft requiring storage throughout the remainder of the planning period. Table 5-11. Aircraft Storage Facility Demand
Based Aircraft Total Aircraft Requiring Storage Required Aircraft Storage Area (sq ft)
2001
2002
2007
2012
2017
2022
326
327
334
347
366
391
229
229
250
277
311
332
616,989
618,443
675,902
748,675
839,900
897,553
Source: FAA AC 150/5300-13 Airport Design, PBSJ CADD measurements
5.6.2
Aircraft Apron Area
Ample aircraft apron areas are necessary to effectively circulate taxiing aircraft, store local and transient aircraft, and conduct related aviation activities. Since the majority of airport traffic is comprised of GA aircraft, it is essential for the apron areas to be located and sized properly to accommodate demand. Three types of apron areas are typical to airports: hangar apron, based aircraft tie-down apron, and transient aircraft tie-down apron. Hangar aprons are necessary to park aircraft and maneuver aircraft adjacent to and in and out of the hangar facilities. Hangar apron areas should approximate the amount of hangar storage space. The Airport has approximately 39,876 sq yd designated for hangar apron and there is approximately 39,889 sq yd of hangar area. As more hangars are built to meet the existing shortage suggested in the previous section, more apron space will be necessary. Also as discussed previously, additional hangar space will be necessary incrementally over the course of the planning period. With the construction of new hangar facilities, apron space should equal hangar area. Details concerning hangar apron area requirements will be discussed in Chapter 6 - Facility Requirements. Apron space is also reserved for based and itinerant aircraft parking in tie-down positions. Based aircraft tie-down positions are necessary because a certain percentage of based aircraft will not require or desire hangar space. In addition, itinerant traffic does not commonly use hangar space. Tie-down positions vary in size according to whether the aircraft is based or itinerant and the size of the aircraft. Typically, tie-down positions should be available to accommodate the number of nonhangared based aircraft plus one-half of the busy-hour itinerant aircraft. Currently, there is approximately 31,604 sq yd of based aircraft tie-down space and 17,043 sq yd of transient tie-down space, or a total of 48,647 sq yd of tie-down apron space. Utilizing the forecast for based aircraft and GA operations, Table 5-12 shows the projected demand for tie-down apron. Details concerning tie-down apron area requirements will also be discussed in Chapter 6 - Facility Requirements.
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Table 5-12. Demand for Aircraft Tie-Down Apron Based Aircraft Based Aircraft Requiring Tie-Down Busy Hour Itinerant Aircraft Total Aircraft Requiring Tie-Down
2001 326 98 60 157
2002 327 98 60 158
2007 334 83 62 146
2012 347 69 67 136
2017 366 55 73 128
2022 391 59 82 141
Source: PBS&J 2002.
5.6.3
GA Automobile Parking
The lack of automobile parking can be detrimental to Airport tenants and revenue. Upon conducting personal interviews and reviewing inventory surveys, it is clear that GA automobile parking is inadequate in some areas and adequate in other areas. Currently, parking is limited to designated areas around major GA facilities. In some cases, such as the case of Jet Executive, tenants and customers are required to park in the grass areas along side access roads or parking lots due to inadequate parking area. The FBOs near the terminal area let their customers use the East and West lease lots in the terminal area in addition to their parking lots. The East lot is part of a larger parking lot that includes the access-controlled Airport employee lot. The East leased lot is adjacent to the west end of the terminal building near baggage claim. A summary of GA parking by area is shown below in Table 5-13. The next chapter will discuss facility requirements for GA automobile parking.
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Table 5-13. General Aviation Parking by Area Parking Areas Southwest Quadrant Signature Nat Av Acadamy Air 1 East Leased Lot West Leased Lot Total Southwest Quad. Parking Spaces
5.7
Spaces 130 5 35 100 70 335
Northwest Quadrant Pemco SheltAir Jet Exec. Total Northwest Quad. Parking Spaces
50 97 33 180
Total GA Parking Spaces
520
AIR CARGO
Air cargo operators at PIE include UPS and Airborne Express, and a freight forwarder providing transport of belly freight on the air carriers. Air cargo forecasts and tenant inventory surveys agree that air cargo operations are currently limited by the amount of available apron space designated to air cargo. The aviation activity forecast suggests that air cargo will increase approximately 30 percent by 2012 and 56 percent by 2022. With this type of demand, the market for air cargo cannot be overlooked. However, before any expansion can occur, careful planning must be executed to relieve existing constraints. Chapter 6 - Facility Requirements will incorporate the needs of both cargo operators. At present, UPS operates one DC-8 and two B757 freighters on the West Ramp. UPS expects to upgrade their fleet to one B757 and three A300 aircraft in the next few years. With only approximately 183,000 sq ft of leasehold, it is already difficult for UPS to accommodate the existing fleet and equipment necessary to the success of their company. Airborne is also in need of additional space to their existing 30,000 sq ft leasehold. Currently, Airborne operates one DC-9 at Gate 1 on the West Ramp, but space is severely limited when Gates 2 and 3 are in use. Airborne is interested in upgrading their fleet to one B767, which would require an additional 10,000 sq ft of apron area. Airborne is also interested in relocating main operations and sort facilities from their off-Airport location to a more convenient on-Airport location if adequate space and access are made available.
5.7.1
Air Cargo Demand/Capacity
The selected forecast for air cargo activity indicates that the Airport will experience moderate, but sustained, air cargo growth over the 20-year period. In order to assist Airport management in planning adequate facilities to efficiently accommodate this demand, assessments of the existing facility capacity and the level of service are
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necessary. This assessment is used to determine any inadequacies in facility sizes over the forecast period. These deficiencies comprise the Airport’s facility requirements. 5.7.1.1
Industry Standards
Cargo facility requirements can vary significantly from operator to operator depending on the specific operating characteristics at a particular location. At airports with limited space for air cargo activities, consolidation facilities and warehouses may be located offsite. This type of operation would involve the consolidation of freight shipments prior to delivery to the airfield, where activity is limited to the transfer of containers from truck to aircraft. Airports with adequate space to support on-site warehouse and consolidation facilities may accommodate these facilities adjacent to the aircraft parking area to facilitate efficiencies. These variations in potential operational procedures can lead to necessary adjustments in the projected facility requirements. For example, the Airport currently does not offer any warehouse or sorting facilities on or adjacent to the airfield. A review of air cargo operations at similar airports may shows that such facilities are common on airports with comparable or even lower volumes. However, Airborne Express maintains a major sorting facility in the adjacent business park west of Roosevelt Boulevard, which offsets this apparent deficiency at PIE. The following paragraphs provide some general notes on standards used at other airports. Airside A review of industry standards for air cargo facilities indicates that, on average, between 1.0 and 2.75 sq yd of air cargo apron space per one annual ton of cargo represents an acceptable level of space for air cargo processing. For comparison purposes, the Jacksonville International Airport Air Cargo Feasibility Study (Global Aviation Associates, Ltd., June 1997) indicated that in 1996-1997 Jacksonville International Airport (JAX) provided a total amount of useable air cargo apron space measuring approximately 38,444 sq yd. This space supported multiple air cargo companies representing 27,582 tons of airfreight and express traffic (excluding air mail) for the year. This results in a utilization ratio of 1.39 sq yd per annual ton. It should be noted that the Airport has recently completed various air cargo improvements and has recently developed additional air cargo expansion, which should result in an increase to the calculated ratio of 1.39. The utilization ratio for apron space can vary significantly based on aircraft types and the frequency of aircraft loading/unloading operations. For example, a higher utilization ratio is necessary for air cargo operations that involve simultaneous aircraft loading/unloading operations or that involve larger aircraft types. As a result, the planning standards presented this report may require future adjustments to account for these factors.
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Buildings A 1995 Airports Council International survey evaluated 75 domestic airports and determined an average utilization rate of approximately 1.5 sq ft of building space per annual ton of air cargo. Building space may include administrative offices, warehouses, and related support facilities. It is assumed that many of the airports evaluated included freight consolidation facilities on the airfield, resulting in slightly higher utilization rates than those required for the current conditions at PIE. According to the Jacksonville International Airport Air Cargo Feasibility Study, in 1997 the Airport provided 67,308 sq ft in total building area for air cargo, including warehouses and offices. This represented a utilization ratio of 2.44. Likewise, in 1998 Pensacola Regional Airport (PNS) provided 14,500 sq ft of building space for air cargo and accommodated 4,060 tons of airfreight, representing a ratio of 3.57. The building facilities for both of these Airports include warehouse and consolidation facilities on the airfield. These facilities also appear to provide excess capacity for air cargo activities. Landside Industry standards for landside facilities related to air cargo typically include surface access roads that are separated from the primary vehicular traffic flows related to the commercial passenger terminal. Efficiencies in the roadway network to facilitate direct truck access to the nearest highway network are also similar among most airports. Industry standards suggest that airports consider facilities that provide approximately 0.5 truck loading/unloading bays per every 1,000 sq ft of air cargo building space. Similarly, approximately one vehicular parking space should be made available for every 1,000 sq ft of building space to accommodate employee and other vehicles. 5.7.1.2
Level-of-Service Criteria
Facility requirements related to air cargo activities are largely unique to each individual operator and can vary significantly depending on the efficiencies and available capacities associated with a particular operation. Based on industry standards for air cargo and discussions with local air cargo representatives, three individual Level-ofService categories have been identified to quantify minimum versus desirable facility requirements. Available capacity will be evaluated for aircraft aprons, administrative offices, and warehouse facilities related to air cargo. For purposes of this analysis, the three Level-of-Service categories are generally defined as follows: Level-of-Service “A” – Level-of-Service “A” represents a condition where available air cargo facilities exceed the facilities required and desired by air cargo operators. This condition generally results in the elimination of congestion and delays as the excess facilities represent an under-utilization condition where excess capacity is available. This excess capacity may represent non-leased facilities, resulting in reduced revenue for the Airport due to additional maintenance costs, with no revenue generation from the air cargo tenants from these facilities to offset these costs. Based on industry standards and discussions with local operators on current operating efficiencies, air cargo facility requirements associated with Level-of-Service “A” at PIE are estimated as follows:
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• • •
Aircraft apron space – 2.75 sq yd per annual ton Air cargo office space – 0.35 sq ft per annual ton Air cargo warehouse space – 1.25 sq ft per annual ton
Level-of-Service “B” – Level-of-Service “B” represents adequate facilities to facilitate a comfortable operating condition for cargo operators at the Airport. This condition allows for flexibility in the day-to-day operations and generally accommodates most peak-hour conditions experienced by the cargo operators. This level of service also approximates a maximization of potential revenue to the Airport through air cargo facility leases. For this analysis, air cargo facility requirements associated with Level-of-Service “B” at the Airport are estimated as follows: • • •
Aircraft apron space – 2.0 sq yd per annual ton Air cargo office space – 0.27 sq ft per annual ton Air cargo warehouse space - 0.75 sq ft per annual ton
Level-of-Service “C” – Level-of-Service “C” represents the minimum facility requirements necessary to accommodate a particular level of air cargo activity at the Airport. This level of service generally represents an operating condition at which adequate air cargo facilities are provided to facilitate day-to-day operations, but lack of desired facility space may lead to congested conditions and possible delays. This condition may also represent a reduction in potential lease revenue to the Airport, as operators would likely increase their leased facilities to accommodate their existing operations if additional facilities were available. For this analysis, air cargo facility requirements associated with Level-of-Service “C” for the Airport are estimated as follows: • • •
Aircraft apron space – 1.25 sq yd per annual ton Air cargo office space – 0.20 sq ft per annual ton Air cargo warehouse space – 0.25 sq ft per annual ton
Again, it is important to note that these estimated requirements are provided for planning and budgeting purposes. Specific requirements by individual cargo tenants may vary from these estimates based on the unique operating characteristics proposed by the operator. These characteristics may include proposed location of storage facilities (i.e., on-site versus off-site), operational procedures (i.e., freight forwarder vs. integrated carrier), aircraft fleet mixes, and other attributes. Where possible, the Airport should engage in discussions with existing and prospective air cargo tenants to determine changes in operational characteristics and corresponding changes in specific facility requirements. 5.7.1.3
Existing Requirements
Based on the respective standards identified in Section 5.7.1.2 and an evaluation of the existing facilities described in Chapter 2, the general cargo requirements for the Airport at the current air cargo volumes are shown in Table 5-14.
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Table 5-14. Existing Air Cargo Requirements Level-ofExisting Capacity
Service
Recommended Capacity
Existing Deficiency
“A” “B” “C”
51,200 sq yd 37,200 sq yd 23,300 sq yd
28,500 sq yd 14,500 sq yd 600 sq yd
“A” “B” “C”
6,500 sq ft 5,000 sq ft 3,700 sq ft
1,900 sq ft 400 sq ft -
“A” “B” “C”
23,300 sq ft 14,000 sq ft 4,700 sq ft
23,300 sq ft 14,000 sq ft 4,700 sq ft
Apron Pavement: 22,700 sq yd
Office Space: 4,600 sq ft
Warehouse Space: 0 sq ft
The above analysis indicates that for the above facilities, the current Airport cargo operators are generally operating at an approximate Level-of-Service “C”, as defined in the preceding section. The analysis indicates that the Airport currently provides insufficient capacity for current air cargo aircraft parking, which is validated from discussions with existing cargo representatives. Between aircraft and equipment, both existing dedicated cargo carriers routinely maximize the use of their available apron space. Airborne Express has indicated an immediate need for additional apron space to accommodate current and anticipated operations. Because the Airport currently offers no warehouse or consolidation facilities on the airfield, the analysis indicates that at least 4,700 sq ft of warehouse facilities should be considered to meet existing demand. Airborne Express has indicated their desire to lease on-airport warehouse space to facilitate loading/unloading operations associate with their current aircraft fleet.
5.8
MILITARY
The most dominant military presence operating from PIE at this time is the USCG. With nearly 600 full-time employees and 9,000 operations each year, the USCG is the largest and busiest air station in the United States. According to tenant surveys and personal interviews, the existing 41 acres is sufficient for current operations and future activity. In fact, forecasts show little variation in the number of operations throughout the planning period. However, one issue to be addressed is the poor access into the USCG facilities from Roosevelt Boulevard (SR 686) and 49th Street. Congestion in this area, especially during shift changes and rush hours, is a major obstacle to entering and exiting this portion of the Airport. It is necessary to address this issue in planned improvements for PIE. In addition to the USCG, PIE is also home of a branch of the United States Army Reserve. The Army plans to share a number of USCG administrative buildings, which equal approximately 98,000 sq ft. However, the Army is planning to build new ramp and
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hangar facilities slightly north of the property leased by the Jet Executive Center. This facility would support approximately 10 HH-60 Blackhawk helicopters.
5.9
SUMMARY
In summary, the most critical aspect for the Airport to address is the capacity of the airfield. Operating at essentially 100 percent of capacity, the Airport must address this issue immediately. If not, the Airport can expect a decline in the level of service it offers to its customer base, whether it is commercial and corporate operators delayed during departure or arrival, or constraints to military or flight training activities. The second critical aspect for the Airport to address is the commercial terminal area. As an ambassador to the community, the Airport’s terminal and variety of services contribute to visitors’ first impressions of the community. Much of the terminal is beyond its useful life and a major upgrade of the facilities is required. Modern terminal facilities also serve as an attractant for additional visitors and commercial services. Third, the Airport must also address capacity constraints for its GA tenants. Whether it is roadway, or hangar aprons for parking spaces, these aspects are paramount to maintaining existing tenants and attracting new tenants. Finally, the non-aviation properties either owned or soon to be acquired by the Airport offer tremendous alternative revenue generation opportunities.
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